JP5398317B2 - Power transmission device - Google Patents

Power transmission device Download PDF

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JP5398317B2
JP5398317B2 JP2009066747A JP2009066747A JP5398317B2 JP 5398317 B2 JP5398317 B2 JP 5398317B2 JP 2009066747 A JP2009066747 A JP 2009066747A JP 2009066747 A JP2009066747 A JP 2009066747A JP 5398317 B2 JP5398317 B2 JP 5398317B2
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clutch
engine
power transmission
vehicle
torque converter
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JP2010216625A (en
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達之 大橋
正司 朝付
晃央 大石
良平 千葉
潤 石村
惠一 石川
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株式会社エフ・シー・シー
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021Generation or control of line pressure
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/023Fluid clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18018Start-stop drive, e.g. in a traffic jam
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D29/00Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means
    • F16H61/66272Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible means characterised by means for controlling the torque transmitting capability of the gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/06Combustion engines, Gas turbines
    • B60W2510/0614Position of fuel or air injector
    • B60W2510/0623Fuel flow rate
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/10Longitudinal speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/12Introducing corrections for particular operating conditions for deceleration
    • F02D41/123Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N11/0814Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/021Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H2037/023CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H45/00Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H2045/005Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between fluid gearing and the mechanical gearing unit
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604Special control features generally applicable to continuously variable gearings
    • F16H2061/6608Control of clutches, or brakes for forward-reverse shift
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2312/00Driving activities
    • F16H2312/14Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H45/00Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38Control of exclusively fluid gearing
    • F16H61/48Control of exclusively fluid gearing hydrodynamic
    • F16H61/64Control of exclusively fluid gearing hydrodynamic controlled by changing the amount of liquid in the working circuit
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/619Continuously variable friction transmission
    • Y10T477/6197Continuously variable friction transmission with fluid drive
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/631Transmission control including fluid drive
    • Y10T477/633Impeller-turbine-type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/638Transmission control with clutch control
    • Y10T477/6403Clutch, engine, and transmission controlled
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/60Transmission control
    • Y10T477/675Engine controlled by transmission
    • Y10T477/679Responsive to transmission output condition
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/70Clutch control
    • Y10T477/75Condition responsive control
    • Y10T477/753Speed responsive
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T477/00Interrelated power delivery controls, including engine control
    • Y10T477/80Brake control
    • Y10T477/86Brake engaged when engine energy deactivated, brake disengaged when engine energy is activated

Description

本発明は、車両のエンジンから車輪に至る動力伝達系の途中に配設され、当該エンジンの駆動力を車輪に対して任意選択的に伝達又は遮断可能な動力伝達装置に関するものである。   The present invention relates to a power transmission device that is disposed in the middle of a power transmission system from an engine of a vehicle to a wheel and that can selectively transmit or block the driving force of the engine to the wheel.

従来の車両の動力伝達装置(自動変速機)においては、トルクコンバータを具備したもの(所謂トルコンタイプと称される発進方式のもの)と、発進クラッチを具備したもの(所謂発進クラッチタイプと称される発進方式のもの)とが提案されている。このうち、トルコンタイプの発進方式の自動変速機では、発進時においてトルクコンバータが有するトルク増幅機能により発進性能の向上を図ることができる。一方、発進クラッチタイプの発進方式の自動変速機では、例えば定常走行中においてはトルクコンバータの如きスリップがないため動力伝達効率を向上させることができる。   Conventional vehicle power transmission devices (automatic transmissions) include those equipped with a torque converter (a so-called torque converter type starting type) and those equipped with a starting clutch (so-called starting clutch type). Have been proposed). Among these, the torque converter type automatic transmission of the torque converter type can improve the starting performance by the torque amplification function of the torque converter at the time of starting. On the other hand, in the starting clutch type starting type automatic transmission, power transmission efficiency can be improved because there is no slip like a torque converter during steady running, for example.

然るに、例えば特許文献1にて開示されているように、トルコンタイプの発進方式の自動変速機において、ロックアップクラッチを付加させたものも提案されるに至っている。かかるロックアップクラッチは、通常、トルクコンバータにおけるタービンと連結されたクラッチピストンを有しており、かかるクラッチピストンがトルコンカバー内周壁に当接した連結位置と、離間した非連結位置との間で移動可能とされ、連結位置のとき、トルコンカバーとタービンとがクラッチピストンを介して直結されるよう構成されたものである。   However, as disclosed in Patent Document 1, for example, a torque converter type automatic transmission with a lockup clutch added has been proposed. Such a lock-up clutch usually has a clutch piston connected to a turbine in a torque converter, and the clutch piston moves between a connected position where it abuts against the inner peripheral wall of the torque converter cover and a separated non-connected position. The torque converter cover and the turbine are configured to be directly connected via the clutch piston when in the connected position.

ところで、燃費向上及び環境問題に対する観点から、特許文献2で開示されているように、トルクコンバータを具備した車両において、当該車両が停止した際に、エンジンを自動的に停止させるアイドルストップ機能を有したものが提案されるに至っている。この車両は、無段変速機(所謂CVTと称される変速装置)を具備するとともに、エンジンの駆動力により作動して当該無段変速機やクラッチ手段、及びトルクコンバータに対してオイルを供給し、当該無段変速機、クラッチ手段及びトルクコンバータを作動させ得るオイルポンプを具備していた。   By the way, from the viewpoint of improving fuel efficiency and environmental problems, as disclosed in Patent Document 2, a vehicle having a torque converter has an idle stop function that automatically stops the engine when the vehicle stops. Has been proposed. This vehicle includes a continuously variable transmission (a so-called CVT transmission) and is operated by the driving force of the engine to supply oil to the continuously variable transmission, the clutch means, and the torque converter. And an oil pump that can operate the continuously variable transmission, the clutch means, and the torque converter.

特開2005−3193号公報JP 2005-3193 A 特開2000−328980号公報JP 2000-328980 A

しかしながら、上記従来の動力伝達装置においては、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、無段変速機の変速レシオを変更(次回の発進時に備えて変速レシオを高く変更)する必要があることから、フューエルカット復帰(燃料噴射の再開)をしてエンジン回転数を一時的に上げざるを得ず、その分、燃費が悪化してしまうという問題があった。   However, in the above-described conventional power transmission device, when the vehicle is in a fuel cut state during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the transmission ratio of the continuously variable transmission is changed (next start Since it is necessary to change the gear ratio to a high level in preparation for the occasion, it is necessary to temporarily increase the engine speed by returning to fuel cut (resuming fuel injection), and the fuel efficiency will be worsened accordingly. There was a problem.

即ち、車速が所定値以下となった際、エンジン回転数が著しく低下してオイルポンプの作動が低下し、無段変速機による変速レシオの変更動作が不可能となってしまうため、フューエルカット復帰してエンジンの回転数を一時的に上げ、オイルポンプを十分に作動させる必要があったのである。特に、アイドルストップさせる車両においては、停車時にエンジンが停止するため、無段変速機の作動が不可能となってしまうことから、次回の発進時に備えて、減速時に変速レシオを高く変更しておく必要がある。   In other words, when the vehicle speed falls below a predetermined value, the engine speed is significantly reduced, the oil pump operation is reduced, and the speed change ratio cannot be changed by the continuously variable transmission. Therefore, it was necessary to temporarily increase the engine speed and operate the oil pump sufficiently. In particular, in a vehicle to be idle-stopped, the engine is stopped when the vehicle is stopped, so that the continuously variable transmission cannot be operated. Therefore, in preparation for the next start, the gear ratio is changed to a high value when decelerating. There is a need.

尚、オイルポンプとは別個の電動オイルポンプを具備すれば、フューエルカット復帰を行わせなくても、エンジンの回転数(車速)に関わらず走行中は無段変速機の変速レシオを良好に変更できると思われるものの、当該電動オイルポンプの追加によりコストが嵩んでしまうという問題がある。   If an electric oil pump is provided separately from the oil pump, the gear ratio of the continuously variable transmission can be changed satisfactorily while driving regardless of the engine speed (vehicle speed) without performing fuel cut recovery. Although it seems to be possible, there is a problem that the cost increases due to the addition of the electric oil pump.

本発明は、このような事情に鑑みてなされたもので、トルクコンバータを具備し、且つ、アイドルストップする車両に適用され、車両の減速過程でフューエルカット復帰を行わせず燃費を向上させることができるとともに電動オイルポンプを不要としてコストを低減させることができる動力伝達装置を提供することにある。   The present invention has been made in view of such circumstances, and is applied to a vehicle that includes a torque converter and that is idle-stopped, and can improve fuel efficiency without performing fuel cut recovery during the deceleration of the vehicle. Another object of the present invention is to provide a power transmission device that can reduce the cost by eliminating the need for an electric oil pump.

請求項1記載の発明は、トルク増幅機能を有するトルクコンバータと、前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる第1動力伝達状態、及び前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させる第2動力伝達状態とし得るクラッチ手段と、前記エンジンの駆動力により作動して前記クラッチ手段及びトルクコンバータに対してオイルを供給し、当該クラッチ手段及びトルクコンバータを作動させ得るオイルポンプと、前記オイルポンプからオイルが供給されて当該オイルの油圧によりプーリを作動させ、変速レシオを連続的に変更可能とされた無段変速機と、車両の状態に応じて前記クラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得るクラッチ制御手段と、車両が所定車速以下になったことを条件としてエンジンを自動的に停止させてアイドルストップさせるとともに、当該アイドルストップ状態でアクセルを踏み込むことを条件としてエンジンを始動させ得るエンジン制御手段とを具備した動力伝達装置であって、車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、前記オイルポンプによる前記トルクコンバータに対するオイルの供給量を制限又は禁止し、前記クラッチ手段及び無段変速機に対するオイルの供給を優先させ得る調整手段を備えたことを特徴とする。   The invention according to claim 1 is a torque converter having a torque amplification function, a first power transmission state in which the driving force of the engine is transmitted to the wheels via a drive transmission system of the torque converter, and driving of the torque converter Clutch means that can be in a second power transmission state that transmits the driving force of the engine to the wheels without passing through a transmission system, and is operated by the driving force of the engine to supply oil to the clutch means and the torque converter; An oil pump that can operate the clutch means and the torque converter, a continuously variable transmission that is supplied with oil from the oil pump, operates a pulley by the oil pressure of the oil, and is capable of continuously changing a gear ratio; The clutch means is optionally operated according to the state of the vehicle, and the first power transmission state or second The clutch control means that can be in a force transmission state, and the engine is automatically stopped and idle-stopped on condition that the vehicle is below a predetermined vehicle speed, and the engine is operated on the condition that the accelerator is depressed in the idle-stop state. A power transmission device comprising an engine control means that can be started, wherein the torque generated by the oil pump when the vehicle speed is reduced to a predetermined value or less when the engine is fuel cut during deceleration of the vehicle. An adjustment means is provided that can limit or prohibit the amount of oil supplied to the converter and prioritize the supply of oil to the clutch means and the continuously variable transmission.

請求項2記載の発明は、請求項1記載の動力伝達装置において、前記調整手段は、トルクコンバータに対して通常時オイルを供給する第1供給路と、当該オイルの供給量を制限又は禁止する第2供給路と、油圧により当該第1供給路を開閉させるバルブとを有した油圧バルブ機構から成ることを特徴とする。   According to a second aspect of the present invention, in the power transmission device according to the first aspect, the adjusting means limits or prohibits a first supply path for supplying oil at a normal time to the torque converter, and a supply amount of the oil. It comprises a hydraulic valve mechanism having a second supply path and a valve for opening and closing the first supply path by hydraulic pressure.

請求項3記載の発明は、請求項2記載の動力伝達装置において、前記バルブは、前記第1供給路を閉状態とする方向に常時付勢されたことを特徴とする。   According to a third aspect of the present invention, in the power transmission device according to the second aspect, the valve is constantly urged in a direction to close the first supply path.

請求項4記載の発明は、請求項1〜3の何れか1つに記載の動力伝達装置において、オイルを蓄圧可能な蓄圧手段を具備するとともに、車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、当該蓄圧手段で蓄圧されたオイルを放出して前記クラッチ手段及び無段変速機に供給し得るよう構成されたことを特徴とする   According to a fourth aspect of the present invention, in the power transmission device according to any one of the first to third aspects, the fuel transmission device according to any one of the first to third aspects includes a pressure accumulating unit capable of accumulating oil and fuel cut with respect to the engine in a deceleration process of the vehicle. When the vehicle speed becomes equal to or less than a predetermined value, the oil accumulated by the pressure accumulating means can be released and supplied to the clutch means and the continuously variable transmission.

請求項5記載の発明は、請求項1〜4の何れか1つに記載の動力伝達装置において、前記クラッチ手段は、車両の前進時に作動してトルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる第1クラッチ手段、及び車両の前進時に作動して前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させる第2クラッチ手段を有するとともに、前記クラッチ制御手段は、車両の状態に応じて前記第1クラッチ手段及び第2クラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得るものとされ、且つ、車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、前記クラッチ制御手段が前記第2クラッチ手段のみを作動させることを特徴とする。   According to a fifth aspect of the present invention, in the power transmission device according to any one of the first to fourth aspects, the clutch means is operated when the vehicle moves forward, and the engine is operated through a drive transmission system of a torque converter. And first clutch means for transmitting driving force to the wheels, and second clutch means for operating when the vehicle moves forward to transmit the driving force of the engine to the wheels without going through the drive transmission system of the torque converter, The clutch control means may be configured to arbitrarily operate the first clutch means and the second clutch means in accordance with the state of the vehicle to be in the first power transmission state or the second power transmission state. In addition, when the vehicle is decelerated during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value, the clutch control means moves the second clutch. And wherein the actuating stage only.

請求項6記載の発明は、請求項5記載の動力伝達装置において、前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力で回転可能とされ、前記第1クラッチ手段と連結された第1駆動シャフトと、前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力で回転可能とされ、前記第2クラッチ手段と連結された第2駆動シャフトとを具備し、前記第1駆動シャフトと第2駆動シャフトとは同心円状に形成されたことを特徴とする。   According to a sixth aspect of the present invention, in the power transmission device according to the fifth aspect of the present invention, the first transmission coupled to the first clutch means can be rotated by the driving force of the engine via the drive transmission system of the torque converter. A drive shaft; and a second drive shaft that is rotatable by the driving force of the engine without passing through a drive transmission system of the torque converter, and is connected to the second clutch means. The two drive shafts are formed concentrically.

請求項7記載の発明は、請求項1〜6の何れか1つに記載の動力伝達装置において、前記クラッチ手段は、車両の前進時に作動して前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる前進クラッチ手段、及び前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させるロックアップクラッチ手段を有するとともに、前記クラッチ制御手段は、車両の状態に応じて前記前進クラッチ手段及びロックアップクラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得ることを特徴とする。   According to a seventh aspect of the present invention, in the power transmission device according to any one of the first to sixth aspects, the clutch means operates when the vehicle moves forward, and the engine is transmitted via a drive transmission system of the torque converter. Forward clutch means for transmitting the driving force of the engine to the wheels, and lock-up clutch means for transmitting the driving force of the engine to the wheels without going through the drive transmission system of the torque converter. The forward clutch means and the lockup clutch means can be optionally operated in accordance with the state of the first power transmission state or the second power transmission state.

請求項8記載の発明は、請求項1〜7の何れか1つに記載の動力伝達装置において、前記エンジン制御手段は、前記無段変速機の変速レシオが所定値以上となったことを条件としてアイドルストップさせることを特徴とする。   According to an eighth aspect of the present invention, in the power transmission device according to any one of the first to seventh aspects, the engine control means is provided on the condition that a gear ratio of the continuously variable transmission is a predetermined value or more. It is characterized by idle stop.

請求項1の発明によれば、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、オイルポンプによるトルクコンバータに対するオイルの供給量を制限又は禁止し、クラッチ手段及び無段変速機に対するオイルの供給を優先させ得るので、トルクコンバータを具備し、且つ、アイドルストップする車両に適用され、車両の減速過程でフューエルカット復帰を行わせず燃費を向上させることができるとともに電動オイルポンプを不要としてコストを低減させることができる。   According to the first aspect of the present invention, when the fuel is cut into the engine during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited. Since oil supply to the clutch means and the continuously variable transmission can be prioritized, it is applied to a vehicle having a torque converter and idling-stopping, and improving fuel efficiency without performing fuel cut return during the vehicle deceleration process. In addition, the electric oil pump is unnecessary and the cost can be reduced.

請求項2の発明によれば、調整手段は、トルクコンバータに対して通常時オイルを供給する第1供給路と、当該オイルの供給量を制限又は禁止する第2供給路と、油圧により当該第1供給路を開閉させるバルブとを有した油圧バルブ機構から成るので、当該制限又は禁止しない場合とで瞬時に且つスムーズに切り替えることができる。   According to the second aspect of the present invention, the adjusting means includes the first supply path for supplying the normal time oil to the torque converter, the second supply path for limiting or prohibiting the supply amount of the oil, and the hydraulic pressure. Since it consists of a hydraulic valve mechanism having a valve for opening and closing one supply path, it is possible to switch instantaneously and smoothly between the case where the restriction or the prohibition is not performed.

請求項3の発明によれば、バルブは、第1供給路を閉状態とする方向に常時付勢されたので、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、バルブの作動応答性に関わらず確実にトルクコンバータへのオイルの供給を制限又は禁止することができる。   According to the invention of claim 3, since the valve is always urged in the direction in which the first supply path is closed, the fuel is cut into the engine during the deceleration of the vehicle, and the vehicle speed is a predetermined value. When the following occurs, the oil supply to the torque converter can be reliably restricted or prohibited regardless of the operation responsiveness of the valve.

請求項4の発明によれば、オイルを蓄圧可能な蓄圧手段を具備するとともに、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、当該蓄圧手段で蓄圧されたオイルを放出してクラッチ手段及び無段変速機に供給し得るよう構成されたので、クラッチ手段及び無段変速機に対するオイル供給をより確実且つスムーズに行わせることができる。   According to the invention of claim 4, the pressure accumulating means capable of accumulating oil is provided, and the pressure accumulating means when the vehicle speed is reduced to a predetermined value or less when the fuel is cut with respect to the engine in the deceleration process of the vehicle. Since the oil accumulated in step S3 can be discharged and supplied to the clutch means and the continuously variable transmission, the oil supply to the clutch means and the continuously variable transmission can be performed more reliably and smoothly.

請求項5の発明によれば、クラッチ手段は、車両の前進時に作動してトルクコンバータの駆動伝達系を介してエンジンの駆動力を前記車輪に伝達させる第1クラッチ手段、及び車両の前進時に作動してトルクコンバータの駆動伝達系を介さずエンジンの駆動力を車輪に伝達させる第2クラッチ手段を有するとともに、クラッチ制御手段は、車両の状態に応じて第1クラッチ手段及び第2クラッチ手段を任意選択的に作動させて、第1動力伝達状態又は第2動力伝達状態とさせ得るので、動力伝達装置の複雑化及び大型化を抑制し、且つ、トルクコンバータのトルク増幅機能により発進性能の向上を図ることができるとともに、定常走行中における動力伝達効率を向上させることができる。加えて、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、クラッチ制御手段が第2クラッチ手段のみを作動させるので、オイルの供給をより確実に且つスムーズに行わせることができる。   According to the invention of claim 5, the clutch means operates when the vehicle moves forward, and the first clutch means that transmits the driving force of the engine to the wheels via the drive transmission system of the torque converter, and operates when the vehicle moves forward. And the second clutch means for transmitting the driving force of the engine to the wheels without going through the drive transmission system of the torque converter, and the clutch control means optionally selects the first clutch means and the second clutch means according to the state of the vehicle. Since it can be selectively operated to be in the first power transmission state or the second power transmission state, the power transmission device can be prevented from becoming complicated and large, and the torque amplification function of the torque converter can improve the starting performance. It is possible to improve power transmission efficiency during steady running. In addition, when the vehicle is decelerated during the deceleration process of the vehicle and the vehicle speed falls below a predetermined value, the clutch control means operates only the second clutch means, so that the oil supply can be more reliably performed. And it can be performed smoothly.

請求項6の発明によれば、トルクコンバータの駆動伝達系を介してエンジンの駆動力で回転可能とされ、第1クラッチ手段と連結された第1駆動シャフトと、トルクコンバータの駆動伝達系を介さずエンジンの駆動力で回転可能とされ、第2クラッチ手段と連結された第2駆動シャフトとを具備し、第1駆動シャフトと第2駆動シャフトとは同心円状に形成されたので、当該第1駆動シャフトと第2駆動シャフトとがそれぞれ延設されたものに比べ、動力伝達装置全体をより小型化することができる。   According to the sixth aspect of the present invention, the first drive shaft that can be rotated by the driving force of the engine via the drive transmission system of the torque converter and is connected to the first clutch means, and the drive transmission system of the torque converter. Since the first drive shaft and the second drive shaft are formed concentrically, the first drive shaft and the second drive shaft can be rotated by the driving force of the engine and connected to the second clutch means. The entire power transmission device can be further reduced in size as compared with a structure in which the drive shaft and the second drive shaft are respectively extended.

請求項7の発明によれば、クラッチ手段は、車両の前進時に作動してトルクコンバータの駆動伝達系を介してエンジンの駆動力を前記車輪に伝達させる前進クラッチ手段、及びトルクコンバータの駆動伝達系を介さずエンジンの駆動力を車輪に伝達させるロックアップクラッチ手段を有するとともに、クラッチ制御手段は、車両の状態に応じて前進クラッチ手段及びロックアップクラッチ手段を任意選択的に作動させて、第1動力伝達状態又は第2動力伝達状態とさせ得るので、従来から比較的普及しつつあるロックアップクラッチ手段を具備した車両に容易に適用することができる。   According to the invention of claim 7, the clutch means operates when the vehicle moves forward, and forward clutch means for transmitting the driving force of the engine to the wheels via the drive transmission system of the torque converter, and the drive transmission system of the torque converter And a clutch control means for selectively operating the forward clutch means and the lockup clutch means in accordance with the state of the vehicle. Since it can be in the power transmission state or the second power transmission state, it can be easily applied to a vehicle equipped with lock-up clutch means that has been relatively popular.

請求項8の発明によれば、エンジン制御手段は、無段変速機の変速レシオが所定値以上となったことを条件としてアイドルストップさせるので、アイドルストップ後におけるエンジン始動時の発進駆動力を適切に確保することができる。 According to the eighth aspect of the invention, the engine control means performs an idle stop on the condition that the gear ratio of the continuously variable transmission is equal to or greater than a predetermined value. Can be secured.

本発明の第1の実施形態に係る動力伝達装置を示す縦断面図1 is a longitudinal sectional view showing a power transmission device according to a first embodiment of the present invention. 同動力伝達装置の概念を示す模式図Schematic diagram showing the concept of the power transmission device 同動力伝達装置におけるクラッチ手段を示す拡大図Enlarged view showing clutch means in the power transmission device 図1におけるIV−IV線断面図IV-IV line sectional view in FIG. 同動力伝達装置におけるクラッチ手段であって、第1クラッチ手段のみ作動した状態を示す拡大図Enlarged view showing a state in which only the first clutch means is operated as the clutch means in the power transmission device 同動力伝達装置におけるクラッチ手段であって、第2クラッチ手段のみ作動した状態を示す拡大図Enlarged view showing a state in which only the second clutch means is operated as the clutch means in the same power transmission device 同動力伝達装置におけるクラッチ手段であって、第1クラッチ手段及び第2クラッチ手段の両方が作動した状態を示す拡大図Enlarged view showing a state in which both the first clutch means and the second clutch means are actuated as clutch means in the power transmission device. 同動力伝達装置における変速機Aを含む全体の構成を示す模式図The schematic diagram which shows the whole structure containing the transmission A in the power transmission device. 同動力伝達装置における油圧制御回路の詳細を示すブロック図Block diagram showing details of hydraulic control circuit in the power transmission device 同動力伝達装置におけるクラッチ制御手段の制御モード表Control mode table of clutch control means in the same power transmission device 同動力伝達装置におけるタイムチャートTime chart in the same power transmission device 同動力伝達装置における他のタイムチャートOther time chart in the same power transmission device 同動力伝達装置におけるエンジン制御手段の制御内容を示すフローチャートFlow chart showing control contents of engine control means in the power transmission device 同動力伝達装置におけるクラッチ制御手段の制御内容を示すフローチャートFlow chart showing control contents of clutch control means in the power transmission device 本発明の第2の実施形態に係る動力伝達装置における油圧制御回路の詳細を示すブロック図The block diagram which shows the detail of the hydraulic control circuit in the power transmission device which concerns on the 2nd Embodiment of this invention. 同動力伝達装置におけるタイムチャートTime chart in the same power transmission device 本発明の第3の実施形態に係る動力伝達装置の概念を示す模式図The schematic diagram which shows the concept of the power transmission device which concerns on the 3rd Embodiment of this invention.

以下、本発明の実施形態について図面を参照しながら具体的に説明する。
第1の実施形態に係る動力伝達装置は、自動車(車両)のエンジン(駆動源)による駆動力を車輪(駆動輪)に伝達又は遮断するためのものであり、図1及び図2に示すように、トルクコンバータ1と、クラッチ手段3と、オイルポンプ31と、クラッチ制御手段4と、エンジン制御手段22と、調整手段23と、第1駆動シャフト5と、第2駆動シャフト6と、ダンパ機構7と、第3クラッチ手段8と、変速機A(無段変速機25)とを主に有している。 The power transmission device according to the first embodiment is for transmitting or shutting off the driving force of the engine (drive source) of the automobile (vehicle) to the wheels (driving wheels), as shown in FIGS. 1 and 2. In addition, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, the second drive shaft 6, and the damper mechanism. 7, a third clutch means 8, and a transmission A (continuously variable transmission 25) are mainly provided. 尚、図1は、本実施形態に係る動力伝達装置の主要部を表す縦断面図であり、図2は、同実施形態に係る動力伝達装置を模式化した模式図(概念図)を示すものである。 Note that FIG. 1 is a vertical sectional view showing a main part of the power transmission device according to the present embodiment, and FIG. 2 shows a schematic view (conceptual diagram) illustrating the power transmission device according to the same embodiment. Is. Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. Embodied, embodiments of the present invention will be specifically described with reference to the drawings.
The power transmission device according to the first embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to a wheel (driving wheel), as shown in FIGS. 1 and 2. In addition, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, the second drive shaft 6, and the damper mechanism. 7, third clutch means 8, and transmission A (continuously variable transmission 25). FIG. 1 is a longitudinal sectional view showing a main part of the power transmission device according to the present embodiment, and FIG. 2 is a schematic diagram (conceptual diagram) schematically showing the power transmission device according to the embodiment. It is. The power transmission device according to the first embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to a wheel (driving wheel), as shown in FIGS. 1 and 2. In addition, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, the second drive shaft 6, and the damper mechanism. 7, third clutch means 8, and transmission A (continuously variable transmission 25). FIG. 1 is a longitudinal sectional view showing a main part of the power transmission device according to the present embodiment, and FIG. 2 is a schematic diagram (conceptual diagram) Driving showing the power transmission device according to the embodiment. It is.

然るに、図2に示すように、車両の駆動源としてのエンジンEから車輪(駆動輪D)に至るまでの動力伝達系の途中に、トルクコンバータ1及びトランスミッション2が配設されており、このうちトランスミッション2には、クラッチ手段3及び第3クラッチ手段8の他、変速機Aが配設されている。尚、同図中、符号11は、エンジンEから延設された入力軸を示しており、符号9は変速機Aまで延設された出力軸9を示している。   However, as shown in FIG. 2, a torque converter 1 and a transmission 2 are disposed in the middle of a power transmission system from an engine E as a vehicle drive source to wheels (drive wheels D). In addition to the clutch means 3 and the third clutch means 8, the transmission 2 is provided with a transmission A. In the figure, reference numeral 11 denotes an input shaft extending from the engine E, and reference numeral 9 denotes an output shaft 9 extending to the transmission A.

トルクコンバータ1は、エンジンEからのトルクを増幅してトランスミッション2に伝達するトルク増幅機能を有して成るもので、当該エンジンEの駆動力が伝達されて軸回りに回転可能とされるとともにオイル(作動油)を液密状態で収容したトルコンカバー1a、13と、該トルコンカバー1a側に形成されて当該トルコンカバー1aと共に回転するポンプPと、該ポンプPと対峙しつつトルコンカバー13側で回転可能に配設されたタービンTとを主に具備している。   The torque converter 1 has a torque amplifying function for amplifying torque from the engine E and transmitting the amplified torque to the transmission 2. On the torque converter cover 13 side while facing the pump P, the torque converter covers 1a, 13 containing (hydraulic oil) in a liquid-tight state, the pump P formed on the torque converter cover 1a side and rotating together with the torque converter cover 1a And a turbine T that is rotatably arranged.

また、入力軸11は、カバー部材12を介してトルコンカバー13と連結されている。そして、エンジンEの駆動力にて入力軸11が回転し、カバー部材12、トルコンカバー13、1a及びポンプPが回転すると、その回転トルクが液体(作動油)を介してタービンT側にトルク増幅されつつ伝達される。しかして、トルク増幅されてタービンTが回転すると、該タービンTとスプライン嵌合した第1駆動シャフト5が回転し、トランスミッション2に当該トルクが伝達される(第1動力伝達状態)。ここで、本発明における「トルクコンバータの駆動伝達系」は、上記したトルコンカバー1a、ポンプP及びタービンTが成す駆動伝達系を指すものである。尚、同図中符号10は、ミッションケースを示している。   Further, the input shaft 11 is connected to the torque converter cover 13 via the cover member 12. When the input shaft 11 is rotated by the driving force of the engine E and the cover member 12, the torque converter covers 13, 1a, and the pump P are rotated, the rotational torque is amplified to the turbine T side via the liquid (hydraulic oil). Being transmitted. Thus, when the torque is amplified and the turbine T rotates, the first drive shaft 5 spline-fitted with the turbine T rotates and the torque is transmitted to the transmission 2 (first power transmission state). Here, the “drive transmission system of the torque converter” in the present invention refers to a drive transmission system formed by the torque converter cover 1a, the pump P, and the turbine T described above. In the figure, reference numeral 10 indicates a mission case.

一方、トルコンカバー13は、コイルスプリングから成るダンパ機構7を介して連結部材14と連結されており、当該連結部材14は、第2駆動シャフト6の外周面とスプライン嵌合している。これにより、エンジンEの駆動力にて入力軸11が回転すると、カバー部材12、トルコンカバー13、連結部材14及び第2駆動シャフト6が回転し、トランスミッション2にエンジンEの駆動トルクが伝達される。而して、第2駆動シャフト6によれば、トルクコンバータ1の駆動伝達系を介さずにトランスミッション2に駆動力を伝達する(第2動力伝達状態)ことが可能とされている。   On the other hand, the torque converter cover 13 is connected to a connecting member 14 via a damper mechanism 7 made of a coil spring, and the connecting member 14 is spline-fitted to the outer peripheral surface of the second drive shaft 6. Thus, when the input shaft 11 is rotated by the driving force of the engine E, the cover member 12, the torque converter cover 13, the connecting member 14 and the second drive shaft 6 are rotated, and the driving torque of the engine E is transmitted to the transmission 2. . Thus, according to the second drive shaft 6, it is possible to transmit the driving force to the transmission 2 (second power transmission state) without going through the drive transmission system of the torque converter 1.

上記の如く、第1駆動シャフト5は、トルクコンバータ1の駆動伝達系を介してエンジンEの駆動力で回転可能とされ、第1クラッチ手段3aと連結されるとともに、第2駆動シャフト6は、トルクコンバータ1の駆動伝達系を介さずエンジンEの駆動力で直接回転可能とされ、第2クラッチ手段3bと連結されている。また、本実施形態においては、第1駆動シャフト5が円筒状部材とされるとともに、その内部に第2駆動シャフト6が回転自在に配設されており、これらの回転軸が同一となるよう構成されている。即ち、当該第1駆動シャフト5と第2駆動シャフト6とは同心円状に形成されているのである。これにより、第1駆動シャフト5は、第2駆動シャフト6の外側にて回転自在とされるとともに、第2駆動シャフト6は、第1駆動シャフト5の内側で回転自在とされており、当該第1駆動シャフト5と第2駆動シャフト6とは、クラッチ手段3による選択的作動により、別個独立に回転可能とされる。   As described above, the first drive shaft 5 can be rotated by the driving force of the engine E via the drive transmission system of the torque converter 1 and is connected to the first clutch means 3a. It can be directly rotated by the driving force of the engine E without going through the drive transmission system of the torque converter 1, and is connected to the second clutch means 3b. Further, in the present embodiment, the first drive shaft 5 is a cylindrical member, and the second drive shaft 6 is rotatably disposed therein, and the rotation axes thereof are the same. Has been. That is, the first drive shaft 5 and the second drive shaft 6 are formed concentrically. As a result, the first drive shaft 5 is rotatable on the outside of the second drive shaft 6, and the second drive shaft 6 is rotatable on the inside of the first drive shaft 5. The first drive shaft 5 and the second drive shaft 6 can be independently rotated by selective operation by the clutch means 3.

クラッチ手段3は、自動車(車両)の前進時に作動可能とされるとともに、トルクコンバータ1の駆動伝達系を介してエンジンE(駆動源)の駆動力を車輪(駆動輪D)に伝達させて第1動力伝達状態とし得る第1クラッチ手段3a、及びトルクコンバータ1の駆動伝達系を介さずエンジンE(駆動源)の駆動力を車輪(駆動輪D)に伝達させて第2動力伝達状態とし得る第2クラッチ手段3bを有するものである。第1クラッチ手段3a及び第2クラッチ手段3bには、図3で示すように、同図中左右方向に対して摺動自在な複数の駆動側クラッチ板3aa、3ba及び被動側クラッチ板3ab、3bbが形成され、多板クラッチを成している。 The clutch means 3 is operable when the automobile (vehicle) moves forward, and transmits the driving force of the engine E (driving source) to the wheels (driving wheels D) via the driving transmission system of the torque converter 1. The first clutch means 3a that can be in the 1 power transmission state and the driving force of the engine E (drive source) can be transmitted to the wheels (drive wheels D) without going through the drive transmission system of the torque converter 1 to be in the second power transmission state. It has the 2nd clutch means 3b. As shown in FIG. 3, the first clutch means 3a and the second clutch means 3b include a plurality of drive side clutch plates 3aa and 3ba and a driven side clutch plate 3 ab that are slidable in the left-right direction in FIG. 3bb is formed to form a multi-plate clutch.

然るに、第1クラッチ手段3aにおいては、第1駆動シャフト5と連結されて連動する連動部材15に駆動側クラッチ板3aaが形成されるとともに、筐体17に被動側クラッチ板3abが形成され、これら駆動側クラッチ板3aaと被動側クラッチ板3abとが交互に積層形成されている。これにより、隣り合う駆動側クラッチ板3aaと被動側クラッチ板3abとが圧接又は離間可能となっている。尚、第1クラッチ手段3aが作動して、駆動側クラッチ板3aaと被動側クラッチ板3abとが圧接した状態を図5に示す。   However, in the first clutch means 3a, the driving-side clutch plate 3aa is formed on the interlocking member 15 that is connected to and interlocked with the first driving shaft 5, and the driven-side clutch plate 3ab is formed on the housing 17, and these Drive side clutch plates 3aa and driven side clutch plates 3ab are alternately stacked. As a result, the adjacent drive side clutch plate 3aa and driven side clutch plate 3ab can be pressed against or separated from each other. FIG. 5 shows a state where the first clutch means 3a is operated and the driving side clutch plate 3aa and the driven side clutch plate 3ab are in pressure contact with each other.

また、第2クラッチ手段3bにおいては、第2駆動シャフト6と連結されて連動する連動部材16に駆動側クラッチ板3baが形成されるとともに、筐体17に被動側クラッチ板3bbが形成され、これら駆動側クラッチ板3baと被動側クラッチ板3bbとが交互に積層形成されている。これにより、隣り合う駆動側クラッチ板3baと被動側クラッチ板3bbとが圧接又は離間可能となっている。尚、第2クラッチ手段3bが作動して、駆動側クラッチ板3baと被動側クラッチ板3bbとが圧接した状態を図6に示す。然るに、ここでいう離間とは、物理的離間に限らず、圧接が解かれた状態のことをいい、圧接状態にて駆動力が伝達されるとともに、離間状態にて当該駆動力の伝達が遮断される。   Further, in the second clutch means 3b, a driving side clutch plate 3ba is formed on the interlocking member 16 that is connected to and interlocked with the second driving shaft 6, and a driven side clutch plate 3bb is formed on the housing 17, and these The driving side clutch plate 3ba and the driven side clutch plate 3bb are alternately stacked. As a result, the adjacent drive side clutch plate 3ba and driven side clutch plate 3bb can be pressed against or separated from each other. FIG. 6 shows a state in which the second clutch means 3b is operated and the driving side clutch plate 3ba and the driven side clutch plate 3bb are in pressure contact with each other. However, the term “separation” here means not only physical separation but also a state where the pressure contact is released, and the driving force is transmitted in the pressure contact state, and the transmission of the driving force is interrupted in the separation state. Is done.

また、かかるクラッチ手段3は、図3に示すように、同一筐体17内に第1クラッチ手段3a、第2クラッチ手段3b、及び当該第1クラッチ手段3a及び第2クラッチ手段3bに対応する2つの油圧ピストンP1、P2を有するとともに、当該油圧ピストンP1、P2を作動させる油圧を制御することにより、当該第1クラッチ手段3a又は第2クラッチ手段3bを任意選択的に作動可能とされている。   In addition, as shown in FIG. 3, the clutch means 3 includes a first clutch means 3a, a second clutch means 3b, and 2 corresponding to the first clutch means 3a and the second clutch means 3b in the same housing 17. The first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the oil pressure for operating the hydraulic pistons P1 and P2 while having two hydraulic pistons P1 and P2.

即ち、筐体17と油圧ピストンP1との間の油圧室S1に作動油を注入させることにより、油圧ピストンP1がリターンスプリング3cの付勢力に抗して同図中右側へ移動し、その先端で第1クラッチ手段3aを押圧して、駆動側クラッチ板3aaと被動側クラッチ板3abとを圧接させるよう構成されている。尚、第2クラッチ手段2bにおける駆動側クラッチ板3ba及び被動側クラッチ板3bbは、図4に示すように、それぞれの周縁に凹凸形状が形成されており、その凹部において油圧ピストンP1の先端が挿通されるよう構成されている。   That is, by injecting hydraulic oil into the hydraulic chamber S1 between the casing 17 and the hydraulic piston P1, the hydraulic piston P1 moves to the right in the figure against the urging force of the return spring 3c, and at its tip. The first clutch means 3a is pressed so that the driving side clutch plate 3aa and the driven side clutch plate 3ab are pressed against each other. As shown in FIG. 4, the driving side clutch plate 3ba and the driven side clutch plate 3bb in the second clutch means 2b are formed with irregular shapes on the periphery thereof, and the tip of the hydraulic piston P1 is inserted in the concave portion. It is configured to be.

また、油圧ピストンP1と油圧ピストンP2との間の油圧室S2に作動油を注入させることにより、油圧ピストンP2がリターンスプリング3cの付勢力に抗して図3中右側へ移動し、その先端で第2クラッチ手段3bを押圧して、駆動側クラッチ板3baと被動側クラッチ板3bbとを圧接させるよう構成されている。これにより、油圧ピストンP1、P2を作動させる油圧を制御することにより、第1クラッチ手段3a又は第2クラッチ手段3bを任意選択的に作動可能とされている。尚、図中符号21は、第1クラッチ手段3a側及び第2クラッチ手段3b側に設けられたストッパを示しており、第2クラッチ3b側に当該ストッパ21を設けることにより、当該第2クラッチ手段3b及び第1クラッチ手段3aが互いに独立して作動し得るよう構成されている。   Further, by injecting hydraulic oil into the hydraulic chamber S2 between the hydraulic piston P1 and the hydraulic piston P2, the hydraulic piston P2 moves to the right in FIG. 3 against the urging force of the return spring 3c, and at its tip. The second clutch means 3b is pressed so that the driving side clutch plate 3ba and the driven side clutch plate 3bb are pressed against each other. Thereby, the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1, P2. Incidentally, reference numeral 21 in the figure denotes a stopper provided on the first clutch means 3a side and the second clutch means 3b side. By providing the stopper 21 on the second clutch 3b side, the second clutch means 3b and the first clutch means 3a can be operated independently of each other.

クラッチ手段3を構成する筐体17は、ギアG1が形成された連動部材18と連結されており、該ギアG1は、出力軸9に形成されたギアG2と噛み合って構成されている。これにより、第1クラッチ手段3a又は第2クラッチ手段3bにて伝達されたエンジンEの駆動力は、筐体17を介して連動部材18に至り、出力軸9に伝達されるようになっている。   The casing 17 constituting the clutch means 3 is connected to an interlocking member 18 on which a gear G1 is formed, and the gear G1 is configured to mesh with a gear G2 formed on the output shaft 9. Thereby, the driving force of the engine E transmitted by the first clutch means 3a or the second clutch means 3b reaches the interlocking member 18 via the housing 17 and is transmitted to the output shaft 9. .

オイルポンプ31は、エンジンEの駆動力により作動してクラッチ手段3(第1クラッチ手段3a及び第2クラッチ手段3b)及びトルクコンバータ1に対してオイル(作動油)を供給し(後述の無段変速機25に対しても同様)、当該クラッチ手段3及びトルクコンバータ1を作動させ得るものである。即ち、かかるオイルポンプ31は、エンジンEの駆動力を利用してオイルを吐出可能とされたものであり、エンジンEが駆動中は常時作動するとともに、当該エンジンEが停止中は停止するようになっている。   The oil pump 31 is operated by the driving force of the engine E to supply oil (hydraulic oil) to the clutch means 3 (first clutch means 3a and second clutch means 3b) and the torque converter 1 (described below, continuously variable). The same applies to the transmission 25), and the clutch means 3 and the torque converter 1 can be operated. That is, the oil pump 31 can discharge oil by using the driving force of the engine E so that it always operates when the engine E is driven and stops when the engine E is stopped. It has become.

クラッチ制御手段4は、自動車(車両)の状態(車速や車体の傾斜角度など)に応じて、油圧室S1又はS2に作動油を所定の圧力で注入して油圧ピストンP1、P2を任意選択的に作動させることにより第1クラッチ手段3a又は第2クラッチ手段3bを任意選択的に作動させ、トルクコンバータ1の駆動伝達系を介してエンジンE(駆動源)の駆動力を車輪(駆動輪D)に伝達させ(第1動力伝達状態)、又はトルクコンバータ1の駆動伝達系を介さずエンジンE(駆動源)の駆動力を車輪(駆動輪D)に伝達(第2動力伝達状態)させ得るものである。   The clutch control means 4 selectively injects hydraulic pistons P1 and P2 by injecting hydraulic oil into the hydraulic chamber S1 or S2 at a predetermined pressure according to the state of the automobile (vehicle) (vehicle speed, vehicle body inclination angle, etc.). The first clutch means 3a or the second clutch means 3b is optionally operated by operating the engine E (drive wheel D) to drive the driving force of the engine E (drive source) via the drive transmission system of the torque converter 1. Can transmit the driving force of the engine E (drive source) to the wheels (drive wheels D) without passing through the drive transmission system of the torque converter 1 (second power transmission state). It is.

一方、第3クラッチ手段8は、多板クラッチから成り、車両の後進時に、トルクコンバータ1の駆動伝達系を介してエンジンE(駆動源)の駆動力を車輪(駆動輪D)に伝達させるためのものである。即ち、車両が具備するシフトレバーを操作してRレンジ(後進)とすると、連動部材15に形成されたギアG3と出力軸9側の連動部材19に形成されたギアG4との間にアイドルギア(不図示)が介在して噛み合い、エンジンEの駆動力が第3クラッチ手段8に至るようになっている。   On the other hand, the third clutch means 8 is composed of a multi-plate clutch, and transmits the driving force of the engine E (drive source) to the wheels (drive wheels D) via the drive transmission system of the torque converter 1 when the vehicle moves backward. belongs to. That is, when the shift lever of the vehicle is operated to set the R range (reverse), the idle gear is between the gear G3 formed on the interlocking member 15 and the gear G4 formed on the interlocking member 19 on the output shaft 9 side. (Not shown) intervenes and meshes so that the driving force of the engine E reaches the third clutch means 8.

この第3クラッチ手段8には、第1クラッチ手段3a及び第2クラッチ手段3bと同様、出力軸9と連結されて連動可能な筐体20を有し、当該筐体20内に油圧ピストンP3が形成されるとともに、駆動側クラッチ板8aと被動側クラッチ板8bとが交互に積層形成されている。これにより、油圧ピストンP3の作動により、隣り合う駆動側クラッチ板8aと被動側クラッチ板8bとが圧接又は離間可能となっている。   Similar to the first clutch means 3a and the second clutch means 3b, the third clutch means 8 has a housing 20 that is connected to and interlocked with the output shaft 9, and a hydraulic piston P3 is provided in the housing 20. In addition, the drive side clutch plates 8a and the driven side clutch plates 8b are alternately stacked. Thus, the drive side clutch plate 8a and the driven side clutch plate 8b can be pressed against or separated from each other by the operation of the hydraulic piston P3.

エンジン制御手段22は、自動車(車両)が所定車速以下になったこと(停止直前から停止までの間の車速になったこと)を条件としてエンジンEを自動的に停止させてアイドルストップさせるとともに、当該アイドルストップ状態でブレーキ操作を解除する又はアクセルを踏み込むことを条件としてエンジンEを始動させ得るものであり、例えばエンジンEを制御するためのECU(不図示)内に形成されている。即ち、ECUがエンジンEの制御全般を制御するのに対し、エンジン制御手段22は、アイドルストップ動作に関して制御するものとされるのである。尚、アイドルストップ後にエンジンEを始動させる条件として、車速が増加した場合等、他の条件としたり或いはこれら種々条件を組み合わせものとしてもよい。   The engine control means 22 automatically stops the engine E and idle-stops on the condition that the vehicle (vehicle) has become a predetermined vehicle speed or less (a vehicle speed between just before the stop and until the stop), The engine E can be started on condition that the brake operation is released or the accelerator is depressed in the idle stop state, and is formed in an ECU (not shown) for controlling the engine E, for example. That is, the ECU controls the overall control of the engine E, whereas the engine control means 22 controls the idle stop operation. The conditions for starting the engine E after the idle stop may be other conditions such as when the vehicle speed increases, or a combination of these various conditions.

上記実施形態によれば、車両の状態に応じて第1クラッチ手段3a又は第2クラッチ手段3bを任意選択的に作動させて、トルクコンバータ1の駆動伝達系を介してエンジンEの駆動力を車輪(駆動輪D)に伝達させ、又はトルクコンバータの駆動伝達系を介さずエンジンEの駆動力を車輪(駆動輪D)に伝達させ得るクラッチ制御手段4を備えたので、動力伝達装置の複雑化及び大型化を抑制し、且つ、トルクコンバータ1のトルク増幅機能により発進性能の向上を図るとともに、定常走行中における動力伝達効率を向上させることができる。尚、本実施形態によれば、ロックアップクラッチを不要とすることができる。   According to the above embodiment, the first clutch means 3a or the second clutch means 3b is optionally operated according to the state of the vehicle, and the driving force of the engine E is transmitted to the wheels via the drive transmission system of the torque converter 1. Since the clutch control means 4 capable of transmitting the driving force of the engine E to the wheels (driving wheels D) without passing through the driving transmission system of the torque converter is provided, the power transmission device is complicated. In addition, it is possible to suppress the increase in size, improve the starting performance by the torque amplification function of the torque converter 1, and improve the power transmission efficiency during steady running. In addition, according to this embodiment, a lockup clutch can be made unnecessary.

また、第1駆動シャフト5と第2駆動シャフト6とは同心円状に形成されたので、当該第1駆動シャフト5と第2駆動シャフト6とがそれぞれ延設されたもの(2本が併設されたもの)に比べ、動力伝達装置全体をより小型化することができる。更に、第2駆動シャフト6は、トルク変動を減衰し得るダンパ機構7を介してエンジンEと連結されたので、第2クラッチ手段3bに伝達されるエンジンEの振動を減衰させることができる。   In addition, since the first drive shaft 5 and the second drive shaft 6 are formed concentrically, the first drive shaft 5 and the second drive shaft 6 are respectively extended (two are provided side by side) The whole power transmission device can be further reduced in size as compared with the above. Further, since the second drive shaft 6 is connected to the engine E via the damper mechanism 7 that can attenuate the torque fluctuation, the vibration of the engine E transmitted to the second clutch means 3b can be attenuated.

更に、クラッチ手段3は、同一筐体17内に第1クラッチ手段3a、第2クラッチ手段3b、及び当該第1クラッチ手段3a及び第2クラッチ手段3bに対応する2つの油圧ピストンP1、P2を有するとともに、当該油圧ピストンP1、P2を作動させる油圧を制御することにより、当該第1クラッチ手段3a又は第2クラッチ手段3bを任意選択的に作動可能とされたので、動力伝達装置全体を更に簡素化及び小型化することができる。   Further, the clutch means 3 has a first clutch means 3a, a second clutch means 3b, and two hydraulic pistons P1, P2 corresponding to the first clutch means 3a and the second clutch means 3b in the same housing 17. At the same time, the first clutch means 3a or the second clutch means 3b can be optionally operated by controlling the hydraulic pressure for operating the hydraulic pistons P1 and P2, thereby further simplifying the entire power transmission device. And can be miniaturized.

ところで、本実施形態における変速機Aは、無段変速機(Continuously Variable Transmission :所謂CVT)から成るものとされている。具体的には、図8に示すように、車両の駆動源(エンジンE)から車輪(駆動輪D)に至る動力伝達系の途中であってクラッチ手段3の第2クラッチ手段3bと車輪(駆動輪D)との間において、無段変速機25を介装させたものとされる。   By the way, the transmission A in the present embodiment is a continuously variable transmission (so-called CVT). Specifically, as shown in FIG. 8, the second clutch means 3b of the clutch means 3 and the wheels (drive) are in the middle of the power transmission system from the vehicle drive source (engine E) to the wheels (drive wheels D). The continuously variable transmission 25 is interposed between the wheel D) and the wheel D).

かかる無段変速機25は、2つのプーリQ1、Q2と、その間に懸架されたベルトVとを有しており、油圧制御回路24によりプーリQ1、Q2の可動シーブを動作させて互いに独立してベルトV懸架部の径を変化させ、所望の変速を行わせるものである。かかる無段変速機25は、オイルポンプ31からオイル(作動油)が供給されて当該オイルの油圧によりプーリ(Q1、Q2)の可動シーブを作動させ得るよう構成されている。一方、無段変速機25は、車両におけるブレーキペダルのブレーキスイッチS1やシフトレバーのポジションセンサS2、及びエンジン制御手段22等と電気的に接続されて成るクラッチ制御手段4を有しており、かかるクラッチ制御手段4により油圧制御回路24による制御が成されるよう構成されている。尚、同図中符号S3は、車両におけるアクセルペダルのスロットル開度センサを示している。   The continuously variable transmission 25 has two pulleys Q1 and Q2 and a belt V suspended between them. The hydraulic control circuit 24 operates the movable sheaves of the pulleys Q1 and Q2 independently of each other. The diameter of the belt V suspension is changed to perform a desired speed change. The continuously variable transmission 25 is configured so that oil (operating oil) is supplied from the oil pump 31 and the movable sheaves of the pulleys (Q1, Q2) can be operated by the oil pressure of the oil. On the other hand, the continuously variable transmission 25 has clutch control means 4 electrically connected to a brake switch S1 of a brake pedal, a position sensor S2 of a shift lever, an engine control means 22 and the like in the vehicle. Control by the hydraulic control circuit 24 is performed by the clutch control means 4. In the figure, symbol S3 indicates a throttle opening sensor of an accelerator pedal in the vehicle.

而して、車両のエンジンE(駆動源)から駆動輪D(車輪)に至る動力伝達系の途中であってクラッチ手段3の第2クラッチ手段3bと駆動輪Dとの間には、無段変速機25が介装されたので、車両を前進させるクラッチとトルクコンバータ1の駆動伝達系を介さずエンジンEの駆動力を駆動輪Dに伝達させるクラッチとを第2クラッチ手段3bにて兼用させることができる。尚、同図中符号Fは、車両が具備するディファレンシャルギアを示している。また、符号S4はエンジンEの回転速度を検出するエンジン回転センサ、S5は第1駆動シャフト5の回転速度を検出するスピードセンサ、S6はクラッチ手段3(本実施形態においては第2クラッチ手段3b)の油圧を検出する油圧スイッチ、S7はセカンダリシャフトスピードセンサ、S8はカウンタシャフトスピードセンサを示している。   Thus, there is no step between the second clutch means 3b of the clutch means 3 and the drive wheel D in the middle of the power transmission system from the vehicle engine E (drive source) to the drive wheel D (wheel). Since the transmission 25 is installed, the second clutch means 3b serves as a clutch for moving the vehicle forward and a clutch for transmitting the driving force of the engine E to the driving wheels D without passing through the drive transmission system of the torque converter 1. be able to. In the figure, the symbol F indicates a differential gear provided in the vehicle. Reference numeral S4 is an engine rotation sensor for detecting the rotation speed of the engine E, S5 is a speed sensor for detecting the rotation speed of the first drive shaft 5, and S6 is the clutch means 3 (second clutch means 3b in this embodiment). A hydraulic switch for detecting the oil pressure, S7 indicates a secondary shaft speed sensor, and S8 indicates a countershaft speed sensor.

油圧制御回路24は、図9に示すように、オイルポンプ31とオイルの供給対象(トルクコンバータ1、クラッチ手段3等)とを連結する油路やバルブ、当該バルブを開閉するソレノイドから主に構成されている。同図中、符号26は、ライン圧を調圧するレギュレータバルブ、符号27は、レギュレータ26の制御圧を制御するリニアソレノイド(LSB)27を示している。符号32は、変速機のレンジ(P、R、N、D)に応じて供給路を切り替えるマニュアルバルブ、符号28は、クラッチ圧を制御するリニアソレノイド(LSA)を示している。このリニアソレノイド(LSA)28により、Dレンジではクラッチ手段3用クラッチ圧を制御し、RレンジではRVS CLUTCH用クラッチ圧を制御するとともに、リニアソレノイド(LSB)27により、レギュレータバルブが調圧するライン圧を制御し得るようになっている。   As shown in FIG. 9, the hydraulic control circuit 24 mainly includes an oil passage and a valve for connecting the oil pump 31 and an oil supply target (torque converter 1, clutch means 3, etc.), and a solenoid for opening and closing the valve. Has been. In the figure, reference numeral 26 denotes a regulator valve that regulates the line pressure, and reference numeral 27 denotes a linear solenoid (LSB) 27 that controls the control pressure of the regulator 26. Reference numeral 32 denotes a manual valve that switches the supply path in accordance with the transmission range (P, R, N, D), and reference numeral 28 denotes a linear solenoid (LSA) that controls the clutch pressure. The linear solenoid (LSA) 28 controls the clutch pressure for the clutch means 3 in the D range, the RVS CLUTCH clutch pressure in the R range, and the line pressure at which the regulator valve regulates the pressure using the linear solenoid (LSB) 27. Can be controlled.

ここで、本実施形態においては、オイルポンプ31からトルクコンバータ1のオイルの流通経路途中に調整手段23が接続されている。この調整手段23は、車両の減速過程でエンジンEに対してフューエルカット(燃料の供給停止)した状態とされて車速が所定値以下となった際、オイルポンプ31によるトルクコンバータ1に対するオイルの供給量を制限し、クラッチ手段3及び無段変速機25に対するオイルの供給を優先させ得るものである。   Here, in the present embodiment, the adjusting means 23 is connected in the middle of the oil circulation path from the oil pump 31 to the torque converter 1. The adjusting means 23 supplies the oil to the torque converter 1 by the oil pump 31 when the fuel is cut (fuel supply is stopped) to the engine E in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value or less. The amount can be limited, and the supply of oil to the clutch means 3 and the continuously variable transmission 25 can be prioritized.

具体的には、調整手段23は、トルクコンバータ1に対して通常時オイルを供給する第1供給路23aと、当該オイルの供給量を制限すべくオリフィス23baが形成された第2供給路23bと、油圧により当該第1供給路23aを開閉させるバルブ23cとを有した油圧バルブ機構から成るものとされている。バルブ23cの開閉動作は、ソレノイド(SHA)29及びソレノイド(SHB)30により行われる。また、本実施形態に係る調整手段23は、そのバルブ23cがスプリングにより、第1供給路23aを閉状態とする方向に常時付勢されている。尚、本実施形態においては、調整手段23は、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値以下となった際、オイルポンプ31によるトルクコンバータ1に対するオイルの供給量を制限しているが、当該オイルの供給量を禁止して一切トルクコンバータ1に対してオイルの供給を行わず、クラッチ手段3(本実施形態においては第2クラッチ手段3b)及び無段変速機25に対するオイルの供給を優先させ得るものとしてもよい。   Specifically, the adjusting means 23 includes a first supply path 23a that supplies oil to the torque converter 1 at a normal time, and a second supply path 23b in which an orifice 23ba is formed to limit the supply amount of the oil. The hydraulic valve mechanism includes a valve 23c that opens and closes the first supply path 23a by hydraulic pressure. The opening / closing operation of the valve 23 c is performed by a solenoid (SHA) 29 and a solenoid (SHB) 30. In addition, the adjusting means 23 according to the present embodiment is always urged in the direction in which the valve 23c is closed by the spring so that the first supply path 23a is closed. In this embodiment, the adjustment means 23 is in a state where the fuel is cut with respect to the engine E in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value or less. Although the supply amount is limited, the supply amount of the oil is prohibited and no oil is supplied to the torque converter 1, and the clutch means 3 (second clutch means 3b in this embodiment) and the continuously variable The oil supply to the transmission 25 may be prioritized.

然るに、クラッチ制御手段4は、図10に示すように、設定されたモードに従いソレノイド(SHA)29及びソレノイド(SHB)30を制御して調整手段23を構成する油圧バルブ機構を任意に動作させ得るよう構成されている。図中符号マル印はソレノイドを電気的にオンすることを示し、バツ印はソレノイドを電気的にオフすることを示しているとともに、「ライン圧」はライン圧が直接クラッチ手段3に入力される旨及び「LSA」はリニアソレノイドバルブ(LSA)28がクラッチ圧を制御する旨を示している。   However, as shown in FIG. 10, the clutch control means 4 can arbitrarily operate the hydraulic valve mechanism constituting the adjusting means 23 by controlling the solenoid (SHA) 29 and the solenoid (SHB) 30 according to the set mode. It is configured as follows. In the figure, the mark mark indicates that the solenoid is electrically turned on, the cross mark indicates that the solenoid is electrically turned off, and the "line pressure" indicates that the line pressure is directly input to the clutch means 3. "LSA" and "LSA" indicate that the linear solenoid valve (LSA) 28 controls the clutch pressure.

車両の減速、停止、加速過程において、図11にクラッチ制御手段4による制御のタイムチャートを示す。かかるタイムチャートによれば、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値(図中の第2車速Vb)以下となった際、オイルポンプ31によるトルクコンバータ1に対するオイルの供給量を制限し、クラッチ手段3及び無段変速機25に対するオイルの供給を優先させているのが分かる。   FIG. 11 shows a time chart of control by the clutch control means 4 in the process of deceleration, stop and acceleration of the vehicle. According to this time chart, when the vehicle E is fuel cut in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value (second vehicle speed Vb in the figure) or less, the torque converter 1 by the oil pump 31 is used. It can be seen that the amount of oil supplied to the engine is limited, and oil supply to the clutch means 3 and the continuously variable transmission 25 is prioritized.

また、本実施形態においては、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値(図中の第2車速Vb)以下となった際、クラッチ制御手段4が第2クラッチ手段3bのみを作動させるよう構成されている。そして、車速が更に低下して所定値(図中の第1車速Va)となった時点で、第2クラッチ手段3bの作動も停止させるとともにアイドルストップ状態としている。このように、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値(図中の第2車速Vb)以下となった際、クラッチ制御手段4が第2クラッチ手段3bのみを作動させるので、第1クラッチ手段3a及び第2クラッチ手段3bの両方にオイル供給を行わせるものに比べ、第2クラッチ手段3bに対するオイル供給をより確実且つスムーズに行わせることができる。   Further, in the present embodiment, when the vehicle is defueled during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value (second vehicle speed Vb in the figure), the clutch control means 4 performs the second operation. Only the clutch means 3b is operated. When the vehicle speed further decreases to a predetermined value (first vehicle speed Va in the figure), the operation of the second clutch means 3b is stopped and the idle stop state is set. Thus, when the vehicle is defueled during the deceleration process of the vehicle and the vehicle speed becomes equal to or lower than a predetermined value (second vehicle speed Vb in the figure), the clutch control means 4 performs the second clutch means 3b. Therefore, the oil supply to the second clutch means 3b can be more reliably and smoothly performed than the oil supply to both the first clutch means 3a and the second clutch means 3b.

また更に、本実施形態においては、エンジン制御手段22は、無段変速機25の変速レシオが所定値以上(車両の走り始めに必要とされる変速レシオ)となったことを条件としてアイドルストップさせている。これにより、アイドルストップ後におけるエンジン始動時の発進駆動力を適切に確保することができる。   Furthermore, in the present embodiment, the engine control means 22 performs an idle stop on the condition that the gear ratio of the continuously variable transmission 25 is equal to or greater than a predetermined value (a gear ratio required for starting the vehicle). ing. As a result, it is possible to appropriately ensure the starting driving force when starting the engine after the idle stop.

調整手段23の代わりに、例えば図12に示すように、第2車速Vbから第1車速Vaの間において、リニアソレノイドバルブ(LSB)27を制御してレギュレータバルブ27が調圧するライン圧を高くするようにしてもよい。この場合においても、第1車速Vaに達してアイドルストップ状態となった際、当該ライン圧を通常値まで戻すようレギュレータバルブ27を制御する(同図ライン圧設定項目参照)のが好ましい。   Instead of the adjusting means 23, for example, as shown in FIG. 12, between the second vehicle speed Vb and the first vehicle speed Va, the linear solenoid valve (LSB) 27 is controlled to increase the line pressure adjusted by the regulator valve 27. You may do it. Even in this case, it is preferable to control the regulator valve 27 so that the line pressure is returned to the normal value when the first vehicle speed Va is reached and the engine is in the idling stop state (see the line pressure setting item in the figure).

次に、上記実施形態におけるエンジン制御手段22の制御内容を図13のフローチャートに基づいて説明する。
まず、イグニッションがオンしたか否かを判断し(S1)、イグニッションがオンの場合は、S2へ進んで、アイドルストップ中であるか否かを判定する。そして、アイドルストップ中であると判定されると、アクセルペダルの踏み込みがあるか否かが判定され(S3)、当該アクセルペダルの踏み込みがあると判定された場合、S4へ進んでエンジン始動がなされる。
Next, the control content of the engine control means 22 in the above embodiment will be described based on the flowchart of FIG.
First, it is determined whether or not the ignition is turned on (S1). If the ignition is on, the process proceeds to S2 to determine whether or not the engine is idling. If it is determined that the engine is idling, it is determined whether or not the accelerator pedal is depressed (S3). If it is determined that the accelerator pedal is depressed, the process proceeds to S4 and the engine is started. The First, it is determined whether or not the ignition is turned on (S1). If the ignition is on, the process proceeds to S2 to determine whether or not the engine is idling. If it is determined that the engine is idling, it is determined whether or not the accelerator pedal is depressed (S3). If it is determined that the accelerator pedal is depressed, the process proceeds to S4 and the engine is started. The

一方、当該S3にてアクセルペダルの踏み込みがないと判定された場合、S5へ進んで車速が増加しているか否かが判定される。車速の増加がある場合は、S4へ進んでエンジン始動がなされるとともに、車速の増加がない場合は、S6へ進んでアイドルストップ時間が所定時間経過したか否か判定される。当該S6でアイドルストップ時間が所定時間経過した場合は、S4へ進んでエンジン始動がなされるとともに、所定時間経過していない場合は、S7へ進んで車速が0(即ち停車)か否か判定される。当該S7で車速が0であると判定された場合、S8へ進んでブレーキがオフしているか否かが判定され、ブレーキがオフしている場合はS4へ進んでエンジン始動がなされる。   On the other hand, when it is determined in S3 that the accelerator pedal is not depressed, it is determined whether or not the vehicle speed is increased by proceeding to S5. If there is an increase in the vehicle speed, the process proceeds to S4 and the engine is started. If there is no increase in the vehicle speed, the process proceeds to S6 and it is determined whether or not the idle stop time has elapsed. If the idle stop time has elapsed in S6, the process proceeds to S4 and the engine is started. If the predetermined time has not elapsed, the process proceeds to S7 and it is determined whether the vehicle speed is 0 (that is, the vehicle is stopped). The If it is determined in S7 that the vehicle speed is 0, the process proceeds to S8 to determine whether or not the brake is off. If the brake is off, the process proceeds to S4 and the engine is started.

然るに、S2にてアイドルストップ中でないと判定された場合、S9へ進みエンジン始動中であるか否かが判定され、エンジン始動中であると判定されるとS10へ進んでエンジン始動が完了したか否かが判定される。当該S10にて、エンジン始動が完了したと判定されると、S11へ進んでエンジン運転(エンジンの駆動)を行わせるとともに、エンジン始動が完了していないと判断されると、S4へ進んでエンジン始動がなされる。   However, if it is determined in S2 that the engine is not idling, the process proceeds to S9 to determine whether or not the engine is being started. If it is determined that the engine is being started, the process proceeds to S10 and whether or not the engine has been started. It is determined whether or not. If it is determined in S10 that the engine start is completed, the process proceeds to S11 to perform engine operation (engine drive). If it is determined that the engine start is not completed, the process proceeds to S4 and the engine is started. A start is made.

また、S9にてエンジン始動中でない(即ちエンジン運転中)と判定されると、S12へ進んで無段変速機(自動変速機25)のレシオが所定値以上か否かが判定される。当該S12にてレシオが所定値以上である場合は、S13へ進んでアイドルストップ条件(車速が所定値以下、水温及び油温が所定値以上、故障無し等の種々条件)が成立しているか否かが判定されるとともに、当該レシオが所定以上でない場合は、S11へ進んでエンジン運転(エンジンの駆動)を行わせる。S13にてアイドルストップ条件が成立していると判定されると、S14へ進んでアイドルストップ状態とされる。   If it is determined in S9 that the engine is not being started (that is, the engine is operating), the routine proceeds to S12, where it is determined whether or not the ratio of the continuously variable transmission (automatic transmission 25) is equal to or greater than a predetermined value. If the ratio is greater than or equal to the predetermined value in S12, the process proceeds to S13 and whether or not the idle stop condition (various conditions such as vehicle speed is lower than the predetermined value, water temperature and oil temperature are higher than the predetermined value, no failure, etc.) is established. If the ratio is not equal to or greater than the predetermined value, the process proceeds to S11 to perform engine operation (engine drive). If it is determined in S13 that the idle stop condition is satisfied, the process proceeds to S14 to enter the idle stop state.

次に、上記実施形態におけるクラッチ制御手段4の制御内容を図14のフローチャートに基づいて説明する。
まず、アイドルストップ中であるか否かが判定され(S1)、アイドルストップ中の場合、第2クラッチ手段3bをオフ(S2)、第1クラッチ手段3aをオフ(S3)、トルクコンバータ1への流量をオフ(S4)とする。然るに、S1にてアイドルストップ中でないと判定されると、S5へ進んでエンジン始動中であるか否かが判定され、エンジン始動中である場合は、S6へ進んでエンジン始動から所定時間経過しているか否かが判定される。
Next, the control content of the clutch control means 4 in the above embodiment will be described based on the flowchart of FIG.
First, it is determined whether or not the engine is idling stop (S1). If the engine is idling, the second clutch means 3b is turned off (S2), the first clutch means 3a is turned off (S3), and the torque converter 1 is turned on. The flow rate is turned off (S4). However, if it is determined in S1 that the engine is not idling, the process proceeds to S5 to determine whether or not the engine is being started. If the engine is being started, the process proceeds to S6 and a predetermined time has elapsed since the engine was started. It is determined whether or not. First, it is determined whether or not the engine is idling stop (S1). If the engine is idling, the second clutch means 3b is turned off (S2), the first clutch means 3a is turned off (S3), and the torque converter 1 is turned on. The flow rate is turned off (S4). However, if it is determined in S1 that the engine is not idling, the process proceeds to S5 to determine whether or not the engine is being started. If the engine It is determined whether or not. Is being started, the process proceeds to S6 and a predetermined time has elapsed since the engine was started.

そして、S6にてエンジン始動から所定時間経過していない場合、S7へ進んでエンジン回転数が所定値以上か否かが判定され、当該エンジン回転数が所定値以上でない場合、S8へ進んで油圧スイッチS6(検知手段)がオンしているか否かが判定される。更に、油圧スイッチS6(検知手段)がオンしていない場合、S9へ進んでクラッチスリップ率が所定以上か否かが判定され、当該クラッチスリップ率が所定以上でない場合、S10へ進んで第2クラッチ手段3bを作動させる。当該S10にて第2クラッチ手段3bを作動させた後、S3、S4へ進む。   If the predetermined time has not elapsed since the engine start in S6, the process proceeds to S7, where it is determined whether or not the engine speed is equal to or greater than a predetermined value. If the engine speed is not equal to or greater than the predetermined value, the process proceeds to S8 and hydraulic pressure is determined. It is determined whether or not the switch S6 (detection means) is on. Further, when the hydraulic switch S6 (detection means) is not turned on, the routine proceeds to S9, where it is determined whether or not the clutch slip ratio is greater than or equal to a predetermined value. The means 3b is activated. After the second clutch means 3b is operated in S10, the process proceeds to S3 and S4.

一方、S6にてエンジン始動から所定時間経過していると判定された場合、S7にてエンジン回転数が所定値以上と判定された場合、S8にて油圧スイッチS6(検知手段)がオンしていると判定された場合、S9にてクラッチスリップ率が所定以上と判定された場合は、S11へ進み第2クラッチ手段3bを作動させる。その後、S12にて第1クラッチ手段3aを作動させた後、S13にてトルクコンバータ1への流量をオンとする。   On the other hand, if it is determined in S6 that the predetermined time has elapsed since the engine start, if it is determined in S7 that the engine speed is equal to or greater than the predetermined value, the hydraulic switch S6 (detection means) is turned on in S8. If it is determined that the clutch slip ratio is greater than or equal to the predetermined value in S9, the process proceeds to S11 to operate the second clutch means 3b. Thereafter, after the first clutch means 3a is operated in S12, the flow rate to the torque converter 1 is turned on in S13.

更に、S5にてエンジン始動中でない(即ちエンジン運転中)と判定された場合、S14へ進んでアクセルがオフか否かが判定され、当該アクセルがオフの場合、S15へ進んで減速中か否かが判定される。そして、当該S15にて減速中であると判定されると、S16へ進んで車速が所定(第2速度Vb)より低いか否かが判定され、車速が第2速度Vbより低い場合、S17にて第2クラッチ手段3bをオンして作動させ、S18にて第1クラッチ手段3aをオフし、S19にてトルクコンバータ1への流量をオフとする。尚、S14にてアクセルがオフでない(オン)と判定され、S15にて減速中でないと判定され、S16にて車速が所定(第2速度Vb)より低くない(高い)と判定された場合、S11へ進んで第2クラッチ手段3bを作動させた後、S12、S13へと進む。   If it is determined in S5 that the engine is not being started (that is, the engine is operating), the process proceeds to S14 to determine whether or not the accelerator is off. If the accelerator is off, the process proceeds to S15 and whether or not the vehicle is decelerating. Is determined. If it is determined in S15 that the vehicle is decelerating, the process proceeds to S16 to determine whether or not the vehicle speed is lower than the predetermined (second speed Vb). If the vehicle speed is lower than the second speed Vb, the process proceeds to S17. Then, the second clutch means 3b is turned on to operate, the first clutch means 3a is turned off in S18, and the flow rate to the torque converter 1 is turned off in S19. If it is determined in S14 that the accelerator is not off (on), it is determined in S15 that the accelerator is not decelerating, and it is determined in S16 that the vehicle speed is not lower (higher) than the predetermined (second speed Vb). After proceeding to S11 and operating the second clutch means 3b, the routine proceeds to S12 and S13.

上記実施形態によれば、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値(第2車速Vb)以下となった際、オイルポンプ31によるトルクコンバータ1に対するオイルの供給量を制限(又は禁止)し、クラッチ手段3(本実施形態においては第2クラッチ手段3b)及び無段変速機25に対するオイルの供給を優先させ得るので、トルクコンバータ1を具備し、且つ、アイドルストップする車両に適用され、車両の減速過程でフューエルカット復帰を行わせず燃費を向上させることができるとともに電動オイルポンプを不要としてコストを低減させることができる。   According to the above embodiment, when the vehicle E is fuel cut in the deceleration process of the vehicle and the vehicle speed becomes a predetermined value (second vehicle speed Vb) or less, the oil pump 31 supplies oil to the torque converter 1. Since the supply amount can be limited (or prohibited) and priority can be given to the oil supply to the clutch means 3 (second clutch means 3b in the present embodiment) and the continuously variable transmission 25, the torque converter 1 is provided, and It is applied to a vehicle that is idle-stopped, and can improve fuel efficiency without performing fuel cut recovery during the deceleration of the vehicle, and can reduce cost by eliminating the need for an electric oil pump.

更に、調整手段23は、トルクコンバータ1に対して通常時オイルを供給する第1供給路23aと、当該オイルの供給量を制限又は禁止する第2供給路23bと、油圧により当該第1供給路23aを開閉させるバルブ23cとを有した油圧バルブ機構から成るので、トルクコンバータ1へのオイルの供給を制限又は禁止する場合と、当該制限又は禁止しない場合とで瞬時に且つスムーズに切り替えることができる。また更に、バルブ23cは、第1供給路23aを閉状態とする方向にスプリングにて常時付勢されたので、車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値(第2車速Vb)以下となった際、ポンプの回転数が低いため、制御圧が低下した場合でもバルブ23cの作動設定圧に関わらず確実にトルクコンバータ1へのオイルの供給を制限又は禁止することができる。   Further, the adjusting means 23 includes a first supply path 23a for supplying oil to the torque converter 1 at a normal time, a second supply path 23b for limiting or prohibiting the supply amount of the oil, and the first supply path by hydraulic pressure. Since it comprises a hydraulic valve mechanism having a valve 23c that opens and closes 23a, it is possible to switch instantaneously and smoothly between the case where the oil supply to the torque converter 1 is restricted or prohibited and the case where the oil is not restricted or prohibited. . Furthermore, since the valve 23c is always urged by a spring in a direction to close the first supply path 23a, the fuel is cut into the engine during the deceleration of the vehicle, and the vehicle speed is set to a predetermined value ( When the second vehicle speed Vb) or less is reached, since the pump speed is low, even when the control pressure is reduced, the oil supply to the torque converter 1 is surely limited or prohibited regardless of the set operating pressure of the valve 23c. be able to.

次に、本発明の第2の実施形態について説明する。
本実施形態に係る動力伝達装置は、第1の実施形態と同様、自動車(車両)のエンジン(駆動源)による駆動力を車輪(駆動輪)に伝達又は遮断するためのものであり、図1及び図2に示すように、トルクコンバータ1と、クラッチ手段3と、オイルポンプ31と、クラッチ制御手段4と、エンジン制御手段22と、調整手段23と、第1駆動シャフト5と、第2駆動シャフト6と、ダンパ機構7と、第3クラッチ手段8と、変速機A(無段変速機25)とを主に有している。尚、第1の実施形態と同様の構成要素には同一の符号を付し、それらの詳細な説明を省略する。
Next, a second embodiment of the present invention will be described.
As in the first embodiment, the power transmission device according to the present embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to wheels (driving wheels). As shown in FIG. 2, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, and the second drive It mainly includes a shaft 6, a damper mechanism 7, a third clutch means 8, and a transmission A (continuously variable transmission 25). In addition, the same code | symbol is attached | subjected to the component similar to 1st Embodiment, and those detailed description is abbreviate | omitted. As in the first embodiment, the power transmission device according to the present embodiment is for transmitting or blocking driving force from an engine (driving source) of an automobile (vehicle) to wheels (driving wheels). As shown in FIG. 2, the torque converter 1, the clutch means 3, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the first drive shaft 5, and the second drive It mainly includes a shaft 6, a damper mechanism 7, a third clutch means 8, and a transmission A (continuously variable transmission 25). In addition, the same code | symbol is attached | subjected to the component similar to 1st Embodiment, and those detailed description is abbreviate | omitted.

本実施形態においては、図15に示すように、オイルポンプ31からクラッチ手段3のオイルの流通経路途中に蓄圧手段33が接続されている。この蓄圧手段33は、オイルを蓄圧可能なアキュムレータから成るとともに、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値(第2車速Vb)以下となった際、当該蓄圧手段33で蓄圧されたオイルを放出してクラッチ手段3(特に本実施形態においては第2クラッチ手段3b)及び無段変速機25に供給し得るよう構成されている。かかる蓄圧手段33を具備したことにより、クラッチ手段3及び無段変速機25に対するオイル供給をより確実且つスムーズに行わせることができる。尚、同図中符号34は、逆止弁を示している。   In this embodiment, as shown in FIG. 15, the pressure accumulating means 33 is connected from the oil pump 31 to the middle of the oil circulation path of the clutch means 3. The pressure accumulating means 33 is composed of an accumulator capable of accumulating oil, and when the vehicle speed becomes a predetermined value (second vehicle speed Vb) or less when the fuel E is cut with respect to the engine E in the vehicle deceleration process. The oil accumulated in the pressure accumulating means 33 can be discharged and supplied to the clutch means 3 (particularly the second clutch means 3b in the present embodiment) and the continuously variable transmission 25. By providing the pressure accumulating means 33, oil supply to the clutch means 3 and the continuously variable transmission 25 can be performed more reliably and smoothly. In the figure, reference numeral 34 denotes a check valve.

尚、蓄圧手段33で蓄圧されたオイルの放出時期は、上記の如く車速が所定値(第2車速Vb)以下となった時点に限定されず、例えば図16のタイムチャートに示すように、第1車速Va以下となった時点(アイドルストップ開始後)としてもよい。この場合、無段変速機25は、その変速レシオが一定に保たれるよう制御されるのが好ましく、それにより、蓄圧の必要圧を小さくでき、蓄圧手段33の容量を小さくすることができる。更に、本実施形態においては、アイドルストップ後のエンジンEを始動させる際、ソレノイド(SHA)29及びソレノイド(SHB)30のオン・オフを制御することにより調整手段23を動作させ、オイルポンプ31によるトルクコンバータ1に対するオイルの供給量を制限し、クラッチ手段3に対するオイルの供給を優先させている。   Note that the timing of releasing the oil accumulated by the pressure accumulating means 33 is not limited to the time point when the vehicle speed becomes equal to or lower than the predetermined value (second vehicle speed Vb) as described above. For example, as shown in the time chart of FIG. It is good also as the time (after idle stop start) when it became 1 vehicle speed Va or less. In this case, the continuously variable transmission 25 is preferably controlled so that its speed ratio is kept constant, whereby the required pressure for accumulating can be reduced and the capacity of the accumulating means 33 can be reduced. Furthermore, in this embodiment, when starting the engine E after the idle stop, the adjusting means 23 is operated by controlling on / off of the solenoid (SHA) 29 and the solenoid (SHB) 30, and the oil pump 31 The amount of oil supplied to the torque converter 1 is limited, and oil supply to the clutch means 3 is prioritized.

蓄圧手段33は、オイルポンプ31からクラッチ手段3のオイルの流通経路途中に接続され、車両の減速過程でエンジンEに対してフューエルカットした状態とされて車速が所定値(第2車速Vb)以下となった際、蓄圧されたオイルを放出してクラッチ手段3及び無段変速機25に供給し得るものであれば、他の形態のものであってもよい。   The pressure accumulating means 33 is connected in the middle of the oil flow path of the clutch means 3 from the oil pump 31 and is in a fuel cut state with respect to the engine E during the deceleration of the vehicle so that the vehicle speed is equal to or less than a predetermined value (second vehicle speed Vb). Any other form may be used as long as it can release the accumulated oil and supply it to the clutch means 3 and the continuously variable transmission 25.

次に、本発明の第3の実施形態について説明する。
本実施形態に係る動力伝達装置は、第1、2の実施形態と同様、自動車(車両)のエンジン(駆動源)による駆動力を車輪(駆動輪)に伝達又は遮断するためのものであり、図17に示すように、トルクコンバータ1と、クラッチ手段3’と、オイルポンプ31と、クラッチ制御手段4と、エンジン制御手段22と、調整手段23と、ダンパ機構7と、車両の後進時に作動する後進クラッチ手段3’cと、変速機A(無段変速機25)とを主に有している。尚、第1、2の実施形態と同様の構成要素には同一の符号を付し、それらの詳細な説明を省略する。
Next, a third embodiment of the present invention will be described.
As in the first and second embodiments, the power transmission device according to this embodiment is for transmitting or interrupting the driving force from the engine (drive source) of the automobile (vehicle) to the wheels (drive wheels). As shown in FIG. 17, the torque converter 1, the clutch means 3 ′, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the damper mechanism 7, and the vehicle are operated when the vehicle is moving backward. The reverse clutch means 3′c and the transmission A (the continuously variable transmission 25) are mainly included. In addition, the same code | symbol is attached | subjected to the component similar to 1st, 2 embodiment, and those detailed description is abbreviate | omitted. As in the first and second embodiments, the power transmission device according to this embodiment is for transmitting or interrupting the driving force from the engine (drive source) of the automobile (vehicle) to the wheels (drive wheels). As shown in FIG. 17, the torque converter 1, the clutch means 3 ′, the oil pump 31, the clutch control means 4, the engine control means 22, the adjustment means 23, the damper mechanism 7, and the vehicle are operated when the vehicle is moving backward. The reverse clutch means 3'c and the transmission A (the continuously variable transmission 25) are mainly included. In addition, the same code | symbol is attached | subjected to the component similar to 1st, 2 embodiments, and those detailed description is abbreviate | omitted.

本実施形態に係るクラッチ手段3’は、車両の前進時に作動してトルクコンバータ1の駆動伝達系を介してエンジンEの駆動力を車輪に伝達させる(第1動力伝達状態とし得る)前進クラッチ手段3’a、及びトルクコンバータ1の駆動伝達系を介さずエンジンEの駆動力を車輪に伝達させる(第2動力伝達状態とし得る)ロックアップクラッチ手段3’bを有するとともに、クラッチ制御手段4は、車両の状態に応じて前進クラッチ手段3’a及びロックアップクラッチ手段3’bを任意選択的に作動させて、第1動力伝達状態又は第2動力伝達状態とさせ得るものである。   The clutch means 3 ′ according to the present embodiment operates when the vehicle moves forward, and transmits the driving force of the engine E to the wheels via the drive transmission system of the torque converter 1 (can be in a first power transmission state). 3'a and a lock-up clutch means 3'b for transmitting the driving force of the engine E to the wheels without going through the drive transmission system of the torque converter 1 (which can be in the second power transmission state), and the clutch control means 4 The forward clutch means 3′a and the lock-up clutch means 3′b can be optionally operated according to the state of the vehicle to enter the first power transmission state or the second power transmission state.

尚、ロックアップクラッチ手段3’bは、トルクコンバータ1内に形成されて当該トルクコンバータ1のタービンTと連結可能とされたロックアップクラッチから成るものであり、連結状態で、トルコンカバーとタービンとがクラッチピストンを介して直結されるよう構成されたものである。本実施形態によれば、従来から比較的普及しつつあるロックアップクラッチ手段(ロックアップクラッチ)を具備した車両に容易に適用することができる。   The lock-up clutch means 3'b is formed of a lock-up clutch that is formed in the torque converter 1 and can be connected to the turbine T of the torque converter 1. In the connected state, the torque converter cover and the turbine Is configured to be directly connected via a clutch piston. According to the present embodiment, the present invention can be easily applied to a vehicle provided with a lock-up clutch means (lock-up clutch) that has been relatively popular.

以上、本実施形態に係る動力伝達装置について説明したが、本発明はこれらに限定されず、クラッチ手段は、トルクコンバータ1の駆動伝達系を介してエンジンEの駆動力を車輪に伝達させる第1動力伝達状態、又はトルクコンバータ1の駆動伝達系を介さずエンジンEの駆動力を車輪に伝達させる第2動力伝達状態とし得るものであれば、何れの形態であってもよい。   The power transmission device according to the present embodiment has been described above. However, the present invention is not limited to these, and the clutch means transmits the driving force of the engine E to the wheels via the drive transmission system of the torque converter 1. Any form may be used as long as it can be in the power transmission state or the second power transmission state in which the driving force of the engine E is transmitted to the wheels without going through the drive transmission system of the torque converter 1.

車両の減速過程でエンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、オイルポンプによるトルクコンバータに対するオイルの供給量を制限又は禁止し、クラッチ手段及び無段変速機に対するオイルの供給を優先させ得る調整手段を備えた動力伝達装置であれば、外観形状が異なるもの或いは他の機能が付加されたもの等にも適用することができる。   When the vehicle is in a fuel cut state during vehicle deceleration and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is restricted or prohibited, and the clutch means and continuously variable transmission are As long as it is a power transmission device provided with an adjusting means that can prioritize the supply of oil, it can also be applied to devices having different external shapes or to which other functions are added.

1 トルクコンバータ
2 変速機
3、3’ クラッチ手段
3a 第1クラッチ手段
3b 第2クラッチ手段
3’a 前進クラッチ手段
3’b ロックアップクラッチ手段
4 クラッチ制御手段
5 第1駆動シャフト
6 第2駆動シャフト
7 ダンパ機構
8 第3クラッチ手段
9 出力軸
10 ミッションケース
11 入力軸
12 カバー部材
13 トルコンカバー
14 連結部材
15、16 連動部材
17 筐体
18、19 連動部材
20 筐体
21 ストッパ
22 エンジン制御手段
23 調整手段
24 油圧制御回路
25 無段変速機
26 レギュレータバルブ
27、28 リニアソレノイドバルブ
29、30 ソレノイド
31 オイルポンプ
32 マニュアルバルブ
33 蓄圧手段
34 逆止弁
DESCRIPTION OF SYMBOLS 1 Torque converter 2 Transmission 3, 3 'Clutch means 3a 1st clutch means 3b 2nd clutch means 3'a Forward clutch means 3'b Lock-up clutch means 4 Clutch control means 5 1st drive shaft 6 2nd drive shaft 7 Damper mechanism 8 Third clutch means 9 Output shaft 10 Mission case 11 Input shaft 12 Cover member 13 Torcon cover 14 Connecting member 15, 16 Interlocking member 17 Case 18, 19 Interlocking member 20 Case 21 Stopper 22 Engine control means 23 Adjustment means 24 Hydraulic Control Circuit 25 Continuously Variable Transmission 26 Regulator Valve 27, 28 Linear Solenoid Valve 29, 30 Solenoid 31 Oil Pump 32 Manual Valve 33 Pressure Accumulation Means 34 Check Valve

Claims (8)

  1. トルク増幅機能を有するトルクコンバータと、
    前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる第1動力伝達状態、及び前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させる第2動力伝達状態とし得るクラッチ手段と、
    前記エンジンの駆動力により作動して前記クラッチ手段及びトルクコンバータに対してオイルを供給し、当該クラッチ手段及びトルクコンバータを作動させ得るオイルポンプと、
    前記オイルポンプからオイルが供給されて当該オイルの油圧によりプーリを作動させ、変速レシオを連続的に変更可能とされた無段変速機と、
    車両の状態に応じて前記クラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得るクラッチ制御手段と、 A clutch control means capable of arbitrarily operating the clutch means according to the state of the vehicle to bring the first power transmission state or the second power transmission state to the state.
    車両が所定車速以下になったことを条件としてエンジンを自動的に停止させてアイドルストップさせるとともに、当該アイドルストップ状態でブレーキ操作を解除する又はアクセルを踏み込むことを条件としてエンジンを始動させ得るエンジン制御手段と、 Engine control that can automatically stop the engine to idle stop on condition that the vehicle speed is below the specified speed, and start the engine on condition that the brake operation is released or the accelerator is depressed in the idle stop state. Means and
    を具備した動力伝達装置であって、 It is a power transmission device equipped with
    車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、前記オイルポンプによる前記トルクコンバータに対するオイルの供給量を制限又は禁止し、前記クラッチ手段及び無段変速機に対するオイルの供給を優先させ得る調整手段を備えたことを特徴とする動力伝達装置。 When the vehicle speed is set to a predetermined value or less due to the fuel cut state with respect to the engine in the deceleration process of the vehicle, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited, and the clutch means and none A power transmission device provided with an adjusting means that can prioritize the supply of oil to a continuously variable transmission. A torque converter having a torque amplification function; A torque converter having a torque amplification function;
    A first power transmission state in which the driving force of the engine is transmitted to the wheels via the drive transmission system of the torque converter, and a first state in which the driving force of the engine is transmitted to the wheels without passing through the drive transmission system of the torque converter. Clutch means capable of two power transmission states; A first power transmission state in which the driving force of the engine is transmitted to the wheels via the drive transmission system of the torque converter, and a first state in which the driving force of the engine is transmitted to the wheels without passing through the drive transmission system of the torque converter. Clutch means capable of two power transmission states;
    An oil pump that operates by the driving force of the engine to supply oil to the clutch means and the torque converter, and can operate the clutch means and the torque converter; An oil pump that operates by the driving force of the engine to supply oil to the clutch means and the torque converter, and can operate the clutch means and the torque converter;
    A continuously variable transmission in which oil is supplied from the oil pump and a pulley is operated by the oil pressure of the oil, and a gear ratio can be continuously changed; A continuously variable transmission in which oil is supplied from the oil pump and a pulley is operated by the oil pressure of the oil, and a gear ratio can be continuously changed;
    Clutch control means capable of selectively operating the clutch means in accordance with the state of the vehicle to be in the first power transmission state or the second power transmission state; Clutch control means capable of selectively operating the clutch means in accordance with the state of the vehicle to be in the first power transmission state or the second power transmission state;
    Engine control that automatically stops the engine and idles it on condition that the vehicle is below a predetermined vehicle speed, and can start the engine on condition that the brake operation is released or the accelerator is depressed in the idle stop state. Means, Engine control that automatically stops the engine and idles it on condition that the vehicle is below a predetermined vehicle speed, and can start the engine on condition that the brake operation is released or the accelerator is depressed in the idle stop state. Means,
    A power transmission device comprising: A power transmission device comprising:
    When the vehicle is decelerated during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited, and the clutch means and the A power transmission device comprising adjusting means capable of giving priority to oil supply to a step transmission. When the vehicle is decelerated during the deceleration of the vehicle and the vehicle speed falls below a predetermined value, the amount of oil supplied to the torque converter by the oil pump is limited or prohibited, and the clutch means and the A power transmission device comprising adjusting means capable of giving priority to oil supply to a step transmission.
  2. 前記調整手段は、トルクコンバータに対して通常時オイルを供給する第1供給路と、当該オイルの供給量を制限又は禁止する第2供給路と、油圧により当該第1供給路を開閉させるバルブとを有した油圧バルブ機構から成ることを特徴とする請求項1記載の動力伝達装置。   The adjusting means includes a first supply path for supplying oil to the torque converter at a normal time, a second supply path for limiting or prohibiting the supply amount of the oil, and a valve for opening and closing the first supply path by hydraulic pressure. The power transmission device according to claim 1, comprising a hydraulic valve mechanism having
  3. 前記バルブは、前記第1供給路を閉状態とする方向に常時付勢されたことを特徴とする請求項2記載の動力伝達装置。   The power transmission device according to claim 2, wherein the valve is constantly urged in a direction to close the first supply path.
  4. オイルを蓄圧可能な蓄圧手段を具備するとともに、車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、当該蓄圧手段で蓄圧されたオイルを放出して前記クラッチ手段及び無段変速機に供給し得るよう構成されたことを特徴とする請求項1〜3の何れか1つに記載の動力伝達装置。   In addition to having a pressure accumulating means capable of accumulating oil, when the vehicle speed is reduced to a predetermined value or less when the vehicle is decelerated during the deceleration of the vehicle, the oil accumulated by the pressure accumulating means is released. The power transmission device according to any one of claims 1 to 3, wherein the power transmission device is configured to be supplied to the clutch means and the continuously variable transmission.
  5. 前記クラッチ手段は、車両の前進時に作動してトルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる第1クラッチ手段、及び車両の前進時に作動して前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させる第2クラッチ手段を有するとともに、前記クラッチ制御手段は、車両の状態に応じて前記第1クラッチ手段及び第2クラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得るものとされ、且つ、車両の減速過程で前記エンジンに対してフューエルカットした状態とされて車速が所定値以下となった際、前記クラッチ制御手段が前記第2クラッチ手段のみを作動させることを特徴とする請求項1〜4の何れか1つに記載の動力伝達装置。   The clutch means operates when the vehicle moves forward, and transmits the engine driving force to the wheels via a torque converter drive transmission system. The clutch means operates when the vehicle moves forward to drive the torque converter. In addition to having a second clutch means for transmitting the driving force of the engine to the wheels without passing through a transmission system, the clutch control means optionally selects the first clutch means and the second clutch means in accordance with the state of the vehicle. To the first power transmission state or the second power transmission state, and the fuel speed is cut to the engine during the deceleration of the vehicle, and the vehicle speed becomes a predetermined value or less. The power transmission according to any one of claims 1 to 4, wherein the clutch control means operates only the second clutch means. Location.
  6. 前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力で回転可能とされ、前記第1クラッチ手段と連結された第1駆動シャフトと、
    前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力で回転可能とされ、前記第2クラッチ手段と連結された第2駆動シャフトと、
    を具備し、前記第1駆動シャフトと第2駆動シャフトとは同心円状に形成されたことを特徴とする請求項5記載の動力伝達装置。
    A first drive shaft which is rotatable by the driving force of the engine via a drive transmission system of the torque converter, and is connected to the first clutch means;
    A second drive shaft that is rotatable by the driving force of the engine without going through the drive transmission system of the torque converter, and is connected to the second clutch means; A second drive shaft that is moving by the driving force of the engine without going through the drive transmission system of the torque converter, and is connected to the second clutch means;
    The power transmission device according to claim 5, wherein the first drive shaft and the second drive shaft are formed concentrically. The power transmission device according to claim 5, wherein the first drive shaft and the second drive shaft are formed concentrically.
  7. 前記クラッチ手段は、車両の前進時に作動して前記トルクコンバータの駆動伝達系を介して前記エンジンの駆動力を前記車輪に伝達させる前進クラッチ手段、及び前記トルクコンバータの駆動伝達系を介さず前記エンジンの駆動力を前記車輪に伝達させるロックアップクラッチ手段を有するとともに、前記クラッチ制御手段は、車両の状態に応じて前記前進クラッチ手段及びロックアップクラッチ手段を任意選択的に作動させて、前記第1動力伝達状態又は第2動力伝達状態とさせ得ることを特徴とする請求項1〜6の何れか1つに記載の動力伝達装置。   The clutch means operates when the vehicle moves forward, and forward clutch means for transmitting the driving force of the engine to the wheels via the drive transmission system of the torque converter, and the engine without passing through the drive transmission system of the torque converter The clutch control means optionally operates the forward clutch means and the lockup clutch means according to the state of the vehicle to transmit the first driving force to the wheels. The power transmission device according to any one of claims 1 to 6, wherein the power transmission state can be a power transmission state or a second power transmission state.
  8. 前記エンジン制御手段は、前記無段変速機の変速レシオが所定値以上となったことを条件としてアイドルストップさせることを特徴とする請求項1〜7の何れか1つに記載の動力伝達装置。   The power transmission device according to any one of claims 1 to 7, wherein the engine control means performs an idle stop on a condition that a gear ratio of the continuously variable transmission is equal to or greater than a predetermined value.
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